Dock block arrangement

Abstract

The application relates to the shipbuilding technical field, in particular to a dock pier arrangement structure, which comprises a herringbone assembly, the herringbone assembly comprises three groups of longitudinal pier groups and two groups of transverse pier groups, the longitudinal pier group comprises at least two longitudinal piers which are arranged at intervals along the ship length direction, and the transverse pier group comprises at least two transverse piers which are arranged at intervals along the ship width direction. The three groups of longitudinal pier groups are arranged at intervals along the ship width direction, and one of the three groups of longitudinal pier groups which is located in the middle is arranged on the center line of the ship body, the two groups of transverse pier groups are oppositely arranged at two ends of the herringbone assembly in the ship length direction, and the herringbone assembly is supported below the load-bearing area of the ship body. According to the dock pier arrangement structure, the longitudinal pier arrangement is increased, the load bearing of the piers below the load-bearing area is more uniform, the overall support stability is improved, the load bearing of each pier tends to be balanced, and the probability of local deformation of the outer plate and plate replacement accidents is reduced.

Description

Technical Field

[0001] This application relates to the field of shipbuilding technology, and in particular to a dock pier arrangement structure. Background Technology

[0002] During the shipbuilding process in a dry dock, the dock piers, as core components supporting the weight of the hull, are crucial to the structural stability and construction safety of the ship. Typically, dock piers should be placed at the strong structural members of the hull in the flat-bottomed area of ​​the outer plating to ensure that the supporting force is effectively transferred to the main hull structure and to prevent localized structural damage due to the support point deviating from the strong structural member.

[0003] However, the ship's engine room area has significant unique characteristics: on the one hand, this area integrates a large number of heavy equipment such as main engines, auxiliary engines, and generator sets, and its overall weight is much higher than that of other areas of the hull; on the other hand, the outer plate structure of the engine room area has a complex shape, and the internal strong components are densely and irregularly distributed, which means that dock piers can only be arranged in the limited area of ​​strong components at the bottom of the outer plate, which greatly limits the number of dock piers that can be arranged in the engine room area.

[0004] Existing dock pier layout (such as) Figure 1 As shown, Figure 1 The existing dock layout diagram does not optimize for the load-bearing characteristics and structural limitations of the engine room area. Based on its load-bearing simulation results (such as...), Figure 2 As shown, Figure 2 (Simulation diagram of load-bearing capacity of dock piers under the existing layout) It can be clearly found that in the key load-bearing areas of the engine room (such as the forward engine room wall), there are dock piers that exceed the load-bearing capacity (corresponding to...) Figure 2 (The red and orange dots in the diagram). This type of excessive load on a single dock pier directly leads to excessive localized pressure on the hull's outer plating. This can cause minor issues like localized deformation of the outer plating, affecting the hull's structural precision; or even serious damage to the outer plating, leading to plating replacement accidents. This not only significantly increases construction costs and timelines but also poses a serious threat to dock safety. Therefore, the existing dock pier arrangement cannot meet the safety support requirements of the engine room area, and a dock pier arrangement method that adapts to the characteristics of the engine room area and optimizes load-bearing distribution is urgently needed. Summary of the Invention

[0005] The purpose of this application is to provide a dock pier arrangement structure to solve, to a certain extent, the problem of excessive load on a single pier in existing dock pier arrangements, which directly leads to excessive local pressure on the hull outer plate. This can cause local deformation of the outer plate, affecting the accuracy of the hull structure, or even damage to the outer plate, leading to plate replacement accidents. This not only significantly increases construction costs and time, but also poses a serious threat to the safety of construction in the dock.

[0006] According to the first aspect of the present application, a dock pier layout structure is provided. During the shipbuilding process, the dock pier layout structure is supported on the bottom plate of the hull, and the hull has a length direction and a width direction;

[0007] The dock pier layout structure includes a plurality of dock piers. The dock piers have an extending direction. The dock piers arranged along the length direction of the ship are defined as longitudinal dock piers, and the dock piers arranged along the width direction of the ship are defined as transverse dock piers;

[0008] The dock pier layout structure includes a "day" - shaped component. The "day" - shaped component includes three groups of longitudinal dock pier groups and two groups of transverse dock pier groups. The longitudinal dock pier group includes at least two longitudinal dock piers arranged at intervals along the length direction of the ship, and the transverse dock pier group includes at least two transverse dock piers arranged at intervals along the width direction of the ship;

[0009] The three groups of longitudinal dock pier groups are arranged at intervals along the width direction of the ship, and the middle one of the three groups of longitudinal dock pier groups is arranged on the center line of the hull. The two groups of transverse dock pier groups are relatively arranged at both ends of the "day" - shaped component in the length direction of the ship, so that the dock piers of the "day" - shaped component enclose a "day" - shaped support structure;

[0010] The "day" - shaped component is supported below the load - bearing area of the hull.

[0011] Preferably, the hull includes longitudinal stiffeners extending along the length direction of the ship, and the longitudinal dock pier group is arranged directly below the longitudinal stiffeners.

[0012] Preferably, the hull further includes frame positions extending along the width direction of the ship, and the transverse dock pier group is arranged directly below the frame positions.

[0013] Preferably, the transverse dock pier group is symmetrically arranged with respect to the center line of the hull.

[0014] Preferably, the number of dock piers included in the transverse dock pier group is an even number.

[0015] Preferably, the load - bearing area is the front wall of the engine room of the hull, and the front wall of the engine room is arranged at the 59# frame position of the hull.

[0016] Preferably, the two groups of transverse dock pier groups are respectively defined as the first transverse dock pier group and the second transverse dock pier group. Among them, in the direction from the bow to the stern of the ship in the length direction, the first transverse dock pier group and the second transverse dock pier group are arranged in sequence;

[0017] The second transverse dock pier group is arranged directly below the 59# frame position of the hull.

[0018] Preferably, the dock pier layout structure further includes a linear component, the linear component includes one or more of the transverse dock piers, and the linear component is provided in other areas of the hull except for the load-bearing area;

[0019] When the linear component includes a plurality of the transverse dock piers, the plurality of transverse dock piers are arranged side by side in the ship width direction.

[0020] Preferably, the dock pier layout structure includes multiple groups of the linear components, and the multiple groups of the linear components are arranged at intervals in the ship length direction;

[0021] And / or, the number of the transverse dock piers included in the linear component increases with the increase of the hull width at the support position.

[0022] Preferably, the linear components are provided on both sides of the "day" - shaped component in the ship length direction.

[0023] Compared with the prior art, the beneficial effects of the present application are as follows:

[0024] The dock pier layout structure provided by the present application forms a "day" - shaped support structure by enclosing with three groups of longitudinal dock pier groups and two groups of transverse dock pier groups, which can perform multi - directional constraint and support on the hull from two dimensions of ship length and ship width. Compared with the existing single - transverse dock pier layout method (as shown in Figure 1 ), adding longitudinal dock pier layout makes the load - bearing force of the dock piers under the load - bearing area more uniform, greatly improving the overall stability of the support system, and effectively avoiding the risk of hull tilt caused by the offset or uneven distribution of the support points. Through the longitudinal dock pier group including at least two longitudinal dock piers spaced at intervals in the ship length direction, the dock pier layout structure effectively makes the pressure borne by the dock piers be evenly transmitted forward and backward along the ship length direction, and uses the transverse dock pier group including at least two transverse dock piers spaced at intervals in the ship width direction to transmit the pressure borne by the dock piers along the ship width direction, thereby making the concentrated weight in the hull load - bearing area evenly dispersed to multiple dock piers. Aiming at the pain point that some dock piers in the load - bearing area (such as the front cabin bulkhead) in the existing layout bear too much weight (the red and orange points in Figure 2 ), this layout can significantly reduce the single - pier bearing load (as shown in Figure 4 , almost all the support points are green, making the load borne by each dock pier in the load - bearing area within a reasonable range), making the load borne by each dock pier tend to be balanced, making the sinking amount and deformation amount of the dock piers in the load - bearing area tend to be the same, avoiding excessive local dock pier reaction force, effectively solving and eliminating the phenomenon of local "hard points" of the dock piers, and reducing the occurrence probability of local outer plate deformation and plate replacement accidents from the root cause.

[0025] To make the above - mentioned objects, features, and advantages of the present application more obvious and understandable, the following specific preferred embodiments are given below and described in detail in conjunction with the accompanying drawings. Description of the Drawings

[0026] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of the existing dock pier layout structure;

[0028] Figure 2 This is a simulation diagram of the load-bearing capacity of each dock pier under the existing dock pier layout;

[0029] Figure 3 This is a schematic diagram of the dock pier arrangement structure provided in the embodiments of this application;

[0030] Figure 4 A simulation diagram of the load-bearing capacity of each dock pier under the layout of the dock pier arrangement structure provided in the embodiments of this application;

[0031] Figure 5 This is an isometric structural diagram of the dock pier arrangement structure provided in the embodiment of this application, which shows the arrangement of the ship's hull.

[0032] Figure label:

[0033] 11-Longitudinal dock pier; 12-Transverse dock pier; 2-H-shaped component; 21-Longitudinal dock pier group; 22-Transverse dock pier group; 3-Line component; L-Ship length direction; W-Ship beam direction. Detailed Implementation

[0034] The technical solutions of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are some embodiments of this application, but not all embodiments.

[0035] The components of the embodiments of this application described and shown in the accompanying drawings can be arranged and designed in a variety of different configurations. Therefore, the following detailed description of the embodiments of this application provided in the drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application.

[0036] Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0037] In the description of the present application, it should be noted that the orientation or positional relationship indicated by terms such as "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present application. In addition, the terms "first", "second", "third" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0038] In the description of the present application, it should be noted that unless otherwise clearly specified and limited, the terms "installed", "connected", "coupled" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific situations.

[0039] [[ID=�]]The following refers to Figures 3 to 5 Describe the dock pier layout structure according to some embodiments of the present application.

[0040] Refer to Figure 3 and Figure 4 As shown, an embodiment of the first aspect of the present application provides a dock pier layout structure. During the shipbuilding process, a dock pier layout structure is supported on the bottom plate of the hull. The hull has a length direction L and a width direction W of the ship. The dock pier layout structure includes a plurality of dock piers. The dock piers have an extending direction. The dock piers arranged along the length direction L of the ship are defined as longitudinal dock piers 11, and the dock piers arranged along the width direction W of the ship are defined as transverse dock piers 12. Among them, the dock pier layout structure includes a "day" - shaped component 2. The "day" - shaped component 2 includes three groups of longitudinal dock pier groups 21 and two groups of transverse dock pier groups 22. The longitudinal dock pier group 21 includes at least two longitudinal dock piers 11 arranged at intervals along the length direction L of the ship. The transverse dock pier group 22 includes at least two transverse dock piers 12 arranged at intervals along the width direction W of the ship. The three groups of longitudinal dock pier groups 21 are arranged at intervals along the width direction W of the ship, and the one in the middle of the three groups of longitudinal dock pier groups 21 is arranged on the center line of the hull. The two groups of transverse dock pier groups 22 are relatively arranged at both ends of the "day" - shaped component 2 in the length direction L of the ship, so that the dock piers of the "day" - shaped component 2 enclose to form a "day" - shaped support structure. The "day" - shaped component 2 is supported below the load - bearing area of the hull. <—

[0041] Based on the dock pier arrangement structure provided by the aforementioned technical features, a "sun" support structure is formed by three sets of longitudinal dock pier groups 21 and two sets of transverse dock pier groups 22. This structure can provide multi-directional constraint and support for the hull from both the length and width dimensions of the ship. Compared with the existing single transverse dock pier arrangement method (such as...), this provides a more comprehensive support structure. Figure 1 As shown), the addition of longitudinal dock piers 11 results in a more uniform load-bearing distribution on the dock piers in the load-bearing area, significantly improving the overall stability of the support system and effectively avoiding the risk of ship tilting due to support point offset or uneven distribution. The longitudinal dock pier group 21, comprising at least two longitudinal dock piers 11 spaced L along the ship's length direction, effectively transmits the pressure borne by the dock piers evenly forward and backward along the ship's length direction L. Furthermore, the transverse dock pier group 22, comprising at least two transverse dock piers 12 spaced W along the ship's width direction, transmits the pressure borne by the dock piers along the ship's width direction W, thereby evenly distributing the concentrated weight of the ship's load-bearing area to multiple dock piers. This addresses the problem of excessive load-bearing capacity on some dock piers in the load-bearing area (such as the forward engine room) in the existing arrangement. Figure 2 (The red and orange dots in the middle) This layout can significantly reduce the load-bearing capacity of a single pier (e.g., Figure 4 As shown, almost all support points are green, ensuring that the load-bearing capacity of each dock pier in the load-bearing area is within a reasonable range. This makes the load-bearing capacity of each dock pier more balanced, and makes the settlement and deformation of the dock piers in the load-bearing area more consistent. It avoids excessive local support reaction force of dock piers, effectively solves and eliminates the phenomenon of local "hard points" of dock piers, and reduces the probability of local deformation of outer plates and plate replacement accidents from the root.

[0042] like Figure 3 As shown in the figure, L can be an example of the ship's length direction L, and W can be an example of the ship's width direction W. In some cases, the ship's length direction L is perpendicular to the ship's width direction W.

[0043] Preferably, such as Figure 3 As shown, the three sets of longitudinal dock piers 21 can be arranged at equal intervals along the ship's width direction W. In other words, the two sets of longitudinal dock piers 21 located at both ends of the three sets of longitudinal dock piers 21 are symmetrically distributed about the ship's centerline to ensure the support symmetry of the dock pier arrangement structure in the ship's width direction W, thereby ensuring the stability and balance of the ship's support.

[0044] Preferably, such as Figure 3 As shown, the hull may include longitudinal ribs extending along the length direction L, and the longitudinal dock block group 21 is arranged directly below the longitudinal ribs. In this way, supporting the longitudinal dock block group 21 on the longitudinal ribs can ensure the support strength of the area of ​​the hull in contact with the longitudinal dock block group 21, further reduce the probability of deformation of the hull outer plate, and improve the stability of the longitudinal support of the H-shaped component 2.

[0045] Similarly, such as Figure 3As shown, the hull may also include ribs extending along the width direction W, with the transverse dock block group 22 arranged directly below the ribs. In this way, supporting the transverse dock block group 22 on the ribs can ensure the support strength of the area of ​​the hull in contact with the transverse dock block group 22, further reducing the probability of deformation of the hull outer plate and improving the stability of the longitudinal support of the H-shaped component 2.

[0046] Preferably, such as Figure 3 As shown, the horizontal dock pier group 22 can be symmetrically set with the center line of the hull as the axis of symmetry. In this way, the symmetrical structure ensures that the support force on both sides is evenly distributed and there is no overload on one side. The symmetrical support can avoid the deformation of the "sun" structure due to the pulling force on one side, making the support frame of the core load-bearing area more stable.

[0047] Preferably, such as Figure 3 As shown, the number of dock piers included in the transverse dock pier group 22 is an even number. In this way, the transverse dock piers 12 included in the transverse dock pier group 22 can be symmetrically distributed on both sides of the ship's centerline, which can effectively prevent the transverse dock pier group 22 from blocking the transmission of force of the longitudinal dock pier group 21 set on the centerline along the ship's length direction L.

[0048] Furthermore, such as Figure 3 As shown, the transverse dock piers 12 in the transverse dock pier group 22 are all set between two adjacent longitudinal dock pier groups 21. That is to say, the longitudinal dock piers 11 and transverse dock piers 12 are staggered in the ship's width direction W. In this way, the transverse dock pier group 22 further avoids blocking the longitudinal dock pier group 21 from transmitting forces along the ship's length direction L.

[0049] Similarly, such as Figure 3 As shown, the three sets of longitudinal dock piers 21 are all set between the two sets of transverse dock piers 22. In other words, the longitudinal dock piers 11 and transverse dock piers 12 are also staggered in the ship length direction L. This avoids the longitudinal dock piers 21 from blocking the transverse dock piers 22 from transmitting force along the ship width direction W.

[0050] In this embodiment, the aforementioned load-bearing area is utilized as the engine room front wall of the ship's hull, which can be located at the 59th rib of the ship's hull.

[0051] Preferably, such as Figure 3As shown, two groups of horizontally arranged dock piers 22 are respectively defined as the first horizontally arranged dock pier group 22 and the second horizontally arranged dock pier group 22. Among them, in the direction from the bow to the stern in the ship length direction L, the first horizontally arranged dock pier group 22 and the second horizontally arranged dock pier group 22 are arranged in sequence. The above-mentioned second horizontally arranged dock pier group 22 is arranged directly below the 59# rib position of the hull. On the one hand, the support points completely coincide with the rib positions of the front wall of the engine room, maximizing the coverage of the support force on the core area and completely eliminating the risk of deformation of the outer plate of the front wall. On the other hand, as the rear-end constraint of the H-shaped component 2, the second horizontally arranged dock pier group 22 can effectively resist the "backward shear force" generated by the excessive weight of the front wall of the engine room and avoid the displacement of the support structure.

[0052] In the embodiment, as Figure 3 shown, the dock pier layout structure may further include a straight component 3. The straight component 3 includes one or more transverse dock piers 12. The straight component 3 is arranged in other areas of the hull except for the load-bearing area. In this way, by using the straight component 3 to fill the support gap in the non-load-bearing area, the hull sagging and side bending caused by the lack of support in the non-load-bearing area can be avoided, and the overall construction accuracy can be improved.

[0053] Among them, as Figure 3 shown, when the straight component 3 includes multiple transverse dock piers 12, the multiple transverse dock piers 12 are arranged side by side in the ship width direction W. In this way, the transverse dock piers 12 are arranged side by side along the ship width, which can flexibly adapt to the change of the ship width in the non-load-bearing area and ensure that there is balanced support at different width positions.

[0054] Preferably, as Figure 3 shown, the above-mentioned dock pier layout structure may include multiple groups of straight components 3. The multiple groups of straight components 3 are arranged at intervals in the ship length direction L. In this way, a continuous support belt is formed to ensure that there is no force gap along the ship length direction L of the hull and avoid structural deformation.

[0055] Preferably, as Figure 3 shown, the number of transverse dock piers 12 included in the straight component 3 can increase with the increase of the hull width at the support position. In this way, the support density is matched with the ship width to avoid the outer plate bulging caused by fewer support points at the wide part.

[0056] Preferably, as Figure 3 shown, the straight components 3 are arranged on both sides of the above-mentioned H-shaped component 2 in the ship length direction L. In this way, a continuous support system of "strong support in the middle H shape → balanced support on both sides in a straight shape" can be formed, enabling the force on the hull along the ship length direction L to have a smooth transition without sudden changes, and evenly distributing the overall weight of the hull to all dock piers to reduce the risk of global overload.

[0057] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A dock pier arrangement structure, characterized in that, During the shipbuilding process, the dock pier layout structure is supported on the bottom plate of the hull, and the hull has a length direction and a width direction; The dock pier layout structure includes a plurality of dock piers, and the dock piers have an extending direction. The dock piers arranged along the length direction of the ship are defined as longitudinal dock piers, and the dock piers arranged along the width direction of the ship are defined as transverse dock piers; The dock pier layout structure includes a "day" - shaped component. The "day" - shaped component includes three groups of longitudinal dock pier groups and two groups of transverse dock pier groups. The longitudinal dock pier group includes at least two longitudinal dock piers arranged at intervals along the length direction of the ship, and the transverse dock pier group includes at least two transverse dock piers arranged at intervals along the width direction of the ship; The three groups of longitudinal dock pier groups are arranged at intervals along the width direction of the ship, and the middle one of the three groups of longitudinal dock pier groups is arranged on the center line of the hull. The two groups of transverse dock pier groups are relatively arranged at both ends of the "day" - shaped component in the length direction of the ship, so that the dock piers of the "day" - shaped component enclose to form a "day" - shaped support structure; The "day" - shaped component is supported under the load - bearing area of the hull.

2. The dock pier arrangement structure according to claim 1, characterized in that, The hull includes longitudinal stiffeners extending along the length direction of the ship, and the longitudinal dock pier groups are arranged directly below the longitudinal stiffeners.

3. The dock pier arrangement structure according to claim 1, characterized in that, The hull further includes frame positions extending along the width direction of the ship, and the transverse dock pier groups are arranged directly below the frame positions.

4. The dock pier arrangement structure according to claim 1, characterized in that, The transverse dock pier groups are symmetrically arranged with respect to the center line of the hull.

5. The dock pier arrangement structure according to claim 2, characterized in that, The number of dock piers included in the transverse dock pier group is an even number.

6. The dock pier arrangement structure according to any one of claims 1 to 5, characterized in that, The load - bearing area is the front wall of the engine room of the hull, and the front wall of the engine room is arranged at the 59# frame position of the hull.

7. The dock pier arrangement structure according to claim 6, characterized in that, The two groups of transverse dock pier groups are respectively defined as the first transverse dock pier group and the second transverse dock pier group. Among them, in the direction from the bow to the stern in the length direction of the ship, the first transverse dock pier group and the second transverse dock pier group are arranged in sequence; The second transverse dock pier group is arranged directly below the 59# frame position of the hull.

8. The dock pier arrangement structure according to claim 1, characterized in that, The dock pier layout structure further includes a "one - character" component. The "one - character" component includes one or more of the transverse dock piers, and the "one - character" component is arranged in other areas of the hull except the load - bearing area; When the "one - character" component includes a plurality of transverse dock piers, the plurality of transverse dock piers are arranged side by side along the width direction of the ship.

9. The dock pier arrangement structure according to claim 8, characterized in that, The dock pier layout structure includes multiple groups of the "one - character" components, and the multiple groups of the "one - character" components are arranged at intervals along the length direction of the ship; And / or, the number of transverse dock piers included in the "one - character" component increases with the increase of the hull width at the support position.

10. The dock pier arrangement structure according to claim 8, characterized in that, The "one - character" components are arranged on both sides of the "day" - shaped component in the length direction of the ship.

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